ITS 2020 Singapore | Speakers and Papers

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Developing and operating smart tugs - a perspective by PSA Marine and Wärtsilä

Bernard Wong, Head (Fleet Management), PSA Marine (Pte) Ltd, Singapore

Chris Chung, Director, Innovation and Strategic Projects, Wärtsilä Ship Design Singapore Pte Ltd, Singapore

Singapore is forging ahead with its sea transport industry transformation. PSA Marine and Wärtsilä are focusing on connectivity, innovation and talent to increase the efficiency and safety of operations at the world's busiest container transhipment hub. PSA Marine and Wärtsilä have partnered to co-create smart marine solutions that will support the increasing capacity of the port. Together, they have embarked on the IntelliTug project, designed to enhance the capabilities of the harbour tug and to address the complex demands faced by tug masters. This paper provides an insight into how the IntelliTug project brings to life an intelligent tug of the future and is a testament to the partnership potential between man and machine.

Assurance of marine autonomous surface vessels

Dipali Kuchekar, Senior Electrotechnical Specialist, Marine & Offshore, Lloyd's Register Singapore Pte Ltd, Singapore

Across the maritime industry, stakeholders are exploring the application of autonomous and unmanned systems on board maritime assets, including the use of automated navigation systems. However, the business case and practical application of this technology changes from sector to sector, operator to operator and vessel to vessel. This throws a new dynamic engineering challenge to each project that intends to apply this technology for navigational support. With this developing technology for maritime applications crossing into the realms of statutory and classification, as well as providing new approaches to operate vessels, gaps are forming between the current assurance approach for maritime platforms and what is required to implement these systems to assets. This paper explores the use of goal-based design assurance methods and how this approach provides a suitable framework to assure safety, capability and reliability of autonomous and unmanned vessels. It also highlights how this flexible approach can be used for a range of operating models and variations in ship-types, as well as key challenges and significant considerations for the application of maritime autonomy in support of port operations and offshore support functions.

Port turnaround optimisation with the Carrousel RAVE Tug: from directionless data to actionable information

Julian Oggel, Managing Director, Novatug BV, The Netherlands

Novatug's patented Carrousel RAVE Tug (CRT) has been operational since early 2018 and represents an evolution of tugs as an extension of existing fixed port infrastructure. The radical CRT combines tugboat components that have been tried and tested for decades but arranged in a different way to offer new capabilities required in a shipping environment dominated by vessel size, speed of operation and environmental concerns. Safety and operational advantage are central to the CRT but its data collection, analysis and communications capabilities mean it offers great potential to serve as a smart platform for improving port usage. The paper uses real operational experience and data to examine the value harbour towage can add to port turnaround optimisation.

Is there an electric tug in your future?

Robin Stapleton, P.Eng, Electro-Mechanical Engineer, Robert Allan Ltd, Canada

Mike Phillips, Naval Architect, Robert Allan Ltd, Canada

With the IPCC warning that CO2 levels must drop by 45 per cent from 2010 levels by 2030, and reach 'net zero' by 2050 to limit global warming to 1.5 degrees C, the transportation sector faces mounting ethical and regulatory obligations to decarbonise in the years to come. For tugboats, as with other vehicles, advancing battery technologies have opened the door to pure battery electric powering with shore charging from zero-carbon sources. This paper examines battery-powered tugs for ship handling and the trade-offs between size, cost, performance and conduct of operations to help tug owners, builders and port operators plan for a carbon-neutral future.

Salvage of autonomous vessels

Arjan Herrebout, Managing Director, Marinsal Consultants BV, The Netherlands

There are many initiatives around the world to develop autonomous vessels. The first vessels that can run autonomously are performing live tests. Questions about safety issues and responding to problems on board are all being answered from a technical perspective. Back-up systems on board, and operations centres ashore, should be able to deal with emergencies. What if technical solutions cannot provide the answer and such a vessel is in need of salvage? Can salvage crews co-operate with the autonomous systems on board the vessel, or will it become a battle between man and machine?

Tug and salvage simulation of a grounded ship

Jens Bay, Senior Project Manager, Force Technology Division for Maritime Industry, Denmark

Force Technology has developed a new feature for its SimFlex4 ship simulator system to simulate a ship aground in a channel, and the subsequent salvage operation involving several tugboats in an operation to refloat the ship. The paper shows how this feature allows for the use of several tugboats to be simulated along with the assisted vessel, and can also simulate the actual grounding - by calculating grounding force, contact area and seabed area shape.

The OSV market in Southeast Asia

Capt Mike Meade, CEO, M3 Marine Group Pte Ltd, Singapore

The demand for OSVs has been traditionally derived from the upstream activities of offshore rigs and platforms. Southeast Asia ranks second in offshore drilling rig demand by region, and is typically a shallow water market. The two key types of commoditised OSVs are platform supply vessels (PSVs) and anchor handling tug supply (AHTS) vessels. Southeast Asia is the second largest market, after the Middle East, for smaller sized AHTSs, but accounts for only around 4 per cent of the global demand for PSVs. However, there has been a steadily improving trend in the term charter rates for PSVs in the region since the second half of 2018 and that trend has continued into 2019. Due to speculation and over-expansion, a number of OSV owners in Southeast Asia have suffered, or are still suffering and are in severe financial crisis, and this paper examines the medium and long-term prospects for the OSV market in the region.

ITS 2020 - a view from Singapore

Alec Laing, Managing Director, ACL Shipbrokers Ltd, UK

While every year is testing in the harbour towage market, 2020 presents some really sharp challenges: the world economy is weakening and the Sino-American tariff war shows no sign of abating, added to which are currency tensions and the ever-pressing politics surrounding climate change. Was there ever such a threatening mix? Focusing on Singapore and the Asian port tug market, this paper draws on interviews with some of the region's influential personalities to identify the key concerns and the possible answers in this time of such pressure in the global picture. By probing for opinions, rate predictions, consolidation and new technologies, this will be an up-to-date and objective briefing.

The economic and operational context of the provision of marine salvage services in 2020

Richard Janssen, President, International Salvage Union, UK

Provision of marine salvage services has changed significantly in the past decade. Few specialist salvage tugs are kept on station, the 'no cure, no pay' principle enshrined in the Salvage Convention has been eroded and non-traditional salvors and consultants increasingly offer services. At the same time, the operational challenges, particularly those associated with vast containerships and other classes of vessel, have increased. This paper examines the current context of the international salvage industry and considers the importance of maintaining a well-supported, professional salvage sector and how the industry can respond positively and proactively to the issues it faces.

A-Z of waste from salvage

Martin Bjerregaard, Director, D3 Consulting Limited, UK

Salvage works can often lead to complex wastes needing to be managed and either treated or disposed of. Drawing on past salvage experience, this paper provides a step-by-step guide to designing, planning and implementing waste management operations in support of salvage works, to ensure that the waste is managed both in compliance with regulations and cost-effectively.

EPA T4 / IMO III compliance without after-treatment

Sander Jacobs, Global Sales Leader, GE Transportation, a Wabtec company, The Netherlands

GE Transportation's diesel engine meets IMO Tier III and US EPA Tier 4 emission standards without using urea-based SCR after-treatment. Instead of reducing NOx content in the exhaust flow, advanced emissions reduction technology limits the formation of NOx during combustion. To achieve this, GE applied exhaust gas recirculation, high pressure common rail fuel injection, increased peak cylinder pressure (enabled by a dual stage turbo) and an advanced miller cycle, without impacting fuel efficiency and service intervals. This breakthrough technology won the 'Best Technology for Cleaner Emissions' category at the Lloyd's List Americas Awards and reduces key emissions by more than 70 per cent.

The Sembcorp LNG hybrid tug

Cyrill Halbauer, Application Engineer Commercial Marine & Offshore, Rolls-Royce Solutions GmbH, Germany

Sembcorp Marine Ltd and LMG Marin have joined forces with MTU to push the boundaries of green tug design. The revolutionary concept foresees a pure gas-driven harbour tug with hybrid support to be operated in the Singapore area. This paper outlines the background of the project in general and describes in detail the integration of the MTU pure gas engine into such a sophisticated vessel. It highlights the efforts made to optimise the engine for very demanding use in a harbour tug application, and how the system engineering for a vessel with such a propulsion train is affected. In conclusion, the commercial implications of such a highly sophisticated vessel is discussed and the environmental impact analysed and highlighted.

25 years of dealmaking in the towage industry! What will be the direction in the next 25 years?

Kees van Biert, Partner, JBR Strategy, The Netherlands

Ben Vree, Ambassador, Global M&A, The Netherlands

Rick ter Maat, Principal, JBR Strategy, The Netherlands

During the last 35 years JBR has been active as a corporate finance/consultancy boutique. In the past 25 years, the company has executed more than 100 assignments in the towage area - encompassing strategic studies, refinancing, restructuring, mergers and acquisitions. JBR has also been involved in the financing of the first RotorTug concept, buying and building Smit Internationale's portfolio, creating joint ventures such as Saam Smit, Kotug Smit and others, and most recently the sale of Kotug Smit to Boluda. This paper provides a look back, discusses the current landscape and gives an insight into how the future of the towage industry might look.

From alarm & monitoring systems to value added lifecycle services - delivering more value through our full-service experience from Caterpillar

Ken Krooner, Marine Digital Strategy, Caterpillar, USA

The benefits of full power slipping for tugs

Yannick Jan, Naval Architect, Piriou Ingenierie, France

Jean-Pierre Mottais, Technical Manager, Boluda France, France

Philippe Davignon, Managing Director, Ortlinghaus France, France

Needless to say, tugs are powerful ships. This power is needed to handle large vessels that have limited manoeuvring capabilities. Having a lot of power is good - but being able to control it precisely is better. To achieve this goal, Boluda, Piriou and Ortlinghaus have pooled their knowledge. The result is a new slipping clutch that enables the captain to smoothly share the tug's power.

Operating and maintaining LNG dual-fuel tugs - a perspective by PSA Marine

Jeffrey Sim, Senior Manager Fleet Technical Services, PSA Marine (Pte) Ltd, Singapore

Kah Meng So, Senior Manager (Fleet Operations), PSA Marine (Pte) Ltd, Singapore

This paper introduces the types of LNG dual-fuel (DF) tugs in the PSA Marine fleet, looks at the key differences between an LNG tug and a conventional tug, and focuses on a number of key themes. The speakers will share observations and experiences in owning and operating an LNG tug, concentrating on the following areas: preparation efforts to engage, train and develop engineers and crew to operate and maintain an LNG tug; additional safety processes and practices required in operating and maintaining an LNG tug; skill sets, mindsets and behavioural changes required to support LNG tug operations, and additional resources and cost required in operating and maintaining an LNG tug.

A true and reliable approach to designing a high HP electric escort winch using a first reduction planetary gear set and ABB Smart Winch technology

Capt Ronald Burchett, CEO, Burchett Marine Inc, Canada

Gayomurd Desai, Mgr Integrated Solutions / Product Mgr Smart Winch, ABB, New Zealand

The use and application of electric escort winches on the market today is misunderstood and, in many cases, an improper application. Instead of working off the motor, high line pull is achieved using low line speeds that cannot keep up with the escort, and when the winch renders out, the operator relies on water-cooled brakes or slip clutches and overly complex and expensive systems. This paper presents a mechanical first reduction planetary drive and ABB Smart Winch technology designed to work off the motor, with no PLC and no force sensors required. Operation of the Smart Winch system is based on the principle that the electric winch motor is always active during all processes of load winding, unwinding and holding position. The paper addresses the slackline tether mode that will keep a set distance between tug and tow: the most important feature never before incorporated on an escort winch is escort roll alert and auto roll compensation for improved tug stability.

The whys and wherefores of escort towage

Capt Alexander Vecka, Senior Partner/Director/Training Master, Towage Unlimited Group, Australia

Capt Arie Nygh, Managing Director, SeaWays Consultants Pty Ltd, Australia

One of the most effective ways of managing the risks associated with ever larger ships transiting narrow waterways, whether those risks are to the environment, economy or humanity, is to have a purpose-designed tug actively escorting the ship. This paper explains the role and prominent design features of an escort tug, what differentiates an escort tug from a harbour tug, the ship assist service it can provide and the competencies required by the crew to effectively and safely deliver the service. Furthermore, it provides an operational look into the escort towage operations conducted in the largest bulk export port in the world, Port Hedland. The geographical characteristics of Port Hedland's confined channel make the requirement for advanced, high powered escort tugs imperative. Following years of trials and research into risk mitigation and effective towage operations from 2013-17, the introduction of six purpose-built Escort class RAstar 85 tugs has brought a level of safety and efficiency to mitigate the channel risk. This paper covers the journey of implementation into full escort service, including the extensive training and towage exposure for pilots and tug masters alike.

Operational experience of using the international standard for bollard pull trials

Dr Thijs Hasselaar, Senior Project Manager, MARIN (Maritime Research Institute Netherlands), The Netherlands

Sander Woltheus, Marine Technical Manager, Smit Lamnalco, The Netherlands

In 2019, the international standard for bollard pull trials was launched. Over the past year a great number of bollard pull trials have been executed according to this new standard. This paper describes the technical and operational experiences of applying the new standard to bollard pull testing from a tug operator's point of view. Experience gained from more than 30 bollard pull trials conducted worldwide is shared. Guidance is provided to reduce the uncertainty caused by load cells and power measurement to get the most reliable and repeatable bollard pull test results.

Extension of operating times of tugs through improved sea-keeping behaviour

Dr Dirk Jürgens, Vice President Reaserch & Development, J.M. Voith SE & Co. KG, Germany

Dedicated studies on tug operation in sea states, such as the SafeTug project, have shown that the roll motion of the vessel is a limiting factor with regard to the operational window. Typical wave forces excite the vessel in periods of five to 10 seconds to high frequency motions that reduce comfort and safety on board. The high responsiveness of the Voith-Schneider-Propeller can be utilised to counteract these motions since the working principle allows a thrust reversal within just a few seconds. Extensive numerical and experimental studies have been carried out on the sea-keeping behaviour of a VSP-propelled RAVE tug. Complex simulations in time domain reveal an insight into different aspects of roll damping and station-keeping capabilities that can be achieved by the use of the propellers. The precise control of motion and position of the tug opens up new possibilities for increasing the efficiency of tug operations.

Sustainable solutions for tugs based on holistic design

Robert van Koperen, R&D Team Leader, Damen Shipyards, The Netherlands

Jeffrey Jacobs, Technical Manager Tugs, Damen Shipyards, The Netherlands

The availability of sustainable technology has increased throughout the entire engineering world. Within the past decade we have seen system and component prices drop, making the business case for green technology more current than ever. With the arrival of electrification, natural gas and exhaust gas after treatment, new propulsion topologies are possible. This paper will describe how viable these solutions are and explain the development behind this by looking at the customer requirements and their business needs, resulting in the appropriate technology solution and looking closely at the operational needs of the crew. We also explain how we use different design methods like System Engineering to determine the best solution including modularity. Also the way the requirements are verified and validated is presented with, for instance, the successful implementation of Hardware in the Loop testing.

The development of the first i-tug

Jie Yi, Deputy Manager, Tianjin Port Tugboat and Lighter Company Ltd, China

Xuhui (Bill) Hu, Senior Naval Architect, Robert Allan Ltd, Canada

Miao Ye, Senior Naval Architect, Robert Allan Ltd, Canada

After four years' development, Tianjin Port took delivery of the first two multi-function tugs with class notation of i-Ship in May 2019. As a pioneer project, the intelligent system, consisting of i-hull, i-navigation, i-machinery space and i-energy efficiency management, will bring the harbour tug fleet of the port to a new level. This paper reviews the entire process of the project from initial consideration and concept development, to statement of requirements and through sea trials.